2-10-0 Steam Locomotives in Russia

Class Ye - 401st and later (Locobase 467)

Data from DeGolyer, Vol 57, pp. 370+. Especially interesting is the later overview published by designer Alphonse I Lipetz, "Russian 'Decapod' Locomotives", The Railway Engineer, Volume 43, No 2 (February 1922), pp. 51-54; April 1922, pp. 136-137; July 1922, pp. 249-251; and November 1922, pp. 415-417.

See Locobase 15941 for Lipetz's account of the origins of this design and some early choices. This entry picks up the narrative with the delivery of the first 400. Lipetz noted the copper fireboxes that were "not very satisfactory", which Lipetz attributed to the distance between the inside and outside copper sheets in wide radial-stay fireboxes. As the two plates expanded at different rates during heating, the fireboxes experienced stresses not encountered in a Belpaire design. The later fireboxes were built entirely from steel.

Another key difference between the first 400 locomotives and the last 900 was how shallow was the former's firebox.. Lipetz noted that this first group was intended for railways that burned semi-anthracite or very low grade coal. Such engines should have a shallow firebox that measured 20 5/8" (525 mm) from the bottom of the boiler barrel to the bottom of the firebox ring. Overall, dept

But the engines instead had to work with higher volatility fuels, which led to Lipetz deepening the lower firebox to 27 9/16" (700 mm) in later locomotives. Overall, the new firebox's front-sheet depth was 76 1/4" (1.937 m) and rear sheet depth measured 67 1/4" (1.708 m). Although the boiler lost one tube, it gained in firebox heating surface.

The boiler's centerline increased from 113" (2.87 m) to 120" (3.048 m), a difference that Lipetz contended is readily visible in comparative photographs on p. 51 of the series.

According to LeFleming and Price (1972), the class worked for decades on Siberian railways. Some of them ran on the Chinese Eastern Railway and were probably converted to standard gauge in 1935-1936, say the two authors. One can speculate that their longevity was due certainly, but only partly to their sound design. Another may have been the physical remoteness of these capitalist tools to the center of Soviet power.

Repeat orders came almost 30 years later from the Soviet Union; see Locobase 468.

Class Ye - first 400 (Locobase 15941)

Data from Railway Age, 10 September 1915, pp. 474-476. See also "Decapod Locomotives for the Russian State Railways," Railway Review, Volume 57 (28 August 1915), pp. 261-262; "Locomotives for the Russian State Railways," Railway Age Gazette, Volume 59, No 11(10 September 1915), pp. 474-476; and DeGolyer, Volume 57, pp. 316+. Especially interesting is the later overview published by designer Alphonse I Lipetz, "Russian 'Decapod' Locomotives", The Railway Engineer, Volume 43, No 2 (February 1922), pp. 51-54; April 1922, pp. 136-137; July 1922, pp. 249-251; and November 1922, pp. 415-417.

875 of this design of decapods were ordered by the Imperial Russian government in 1915; many were delivered and that design was subsequently built in the many hundreds in the Soviet Union. Others went to Japan and 200 stayed in the US.

William D. Edson, writing in Railway and Locomotive Historical Society Bulletin #124, supplied the data used in the specifications, which differ slightly from other published figures but agree with those published by Railway Review. Edson says they were designed and built under the direction of Russian Alphonse I Lipetz, who laid down a requirement for 1,300 metric ton loads up a 0.8% grade at 8-10 mph. Lipetz explained in his 1922 series that the usual choice of a Belpaire boiler would have added 2,210 lb (1,000 kg), almost all of which would rest on the rear two driving axles. Given the very tight limits imposed by a 16 metric ton axle loading and in view of the relatively negative reviews given by American railroads he surveyed in 1916, Lipetz recommended a radial-stay boiler.

He noted that the first 400 were delivered with copper fireboxes that were "not very satisfactory", which Lipetz attributed to the distance between the inside and outside copper sheets in wide radial-stay fireboxes. As the two plates expanded at different rates during heating, the fireboxes experienced stresses not encountered in a Belpaire design. In addition to the material shortcomings, the firebox was relatively shallow. Lipetz noted that this first group was intended for railways that burned semi-anthracite or very low grade coal. Such engines, the designers determined, should have a shallow firebox that measured 20 5/8" (525 mm) from the bottom of the boiler barrel to the bottom of the firebox ring. Overall, the firebox was 108" (2.74 m) long by 85 3/4" (2.178 m)--86" (2.184 m) in the first 120. Its front-sheet depth was 69" (1.753 m) and rear sheet depth measured 60" (1.524 m).

Edson notes several features not usually seen on US locomotives such as the Zyableff bypass valve, piston rod extensions through the cylinder head faces, variable exhaust nozzle, steam-drying baffle plates in the steam dome among other items. The piston valves measured 12"(306 mm) in diameter and the firebox heating surface included 26.7 sq ft (2.5 sq m) from four arch tubes.

In Russia, they were grouped in subclasses according to builder -- Filadelfia (Baldwin), Kanada (Canadian Locomotive Company), and Schenectady (Alco). Alco's superheaters were measured at 553 sq ft (51.4 sq m) and its grate and evaporative heating surface were slightly smaller.

Railway Age's article details some differences between the Baldwin and Alco designs: "The Baldwin engine has a straight mud ring and is provided with an auxiliary dome for the safety-valves and whistle. The ends of the mud ring of the American Locomotive Company's engine slope toward the longitudinal centerline, and the whistle and safety valves are placed directly on the main steam dome.

"The inside fireboxes are of copper, and copper stays are used in the water legs. The front end of the firebox crown sheet of the Baldwin engines is supported by three rows of expansion stays of the type shown in the drawing. The nut on the upper end of the radial stay is seated in a die-forged stirrup, which is screwed into the roof-sheet. The thread on the stay is set into the nut with a punch after the bolt has been adjusted to secure the proper tension. This arrangement has ample flexibility and utilizes ordinary staybolt taps in the boiler and firebox sheets, leaving the water space above the crown unobstructed ....

"Both orders have power reverse gears. The Baldwin engines are equipped with the Rushton reverse mechanism, which may be arranged without difficulty for manual operation. A screw reverse gear is applied to the engines built by the American Locomotive Company, the power reverse in both cases being operated by an air motor in the cab.

RA then notes the differences between American and Russian practices:"The cylinders, frames and running gear closely follow American practice in design. The pistons have rolled steel heads with cast iron rings sprung in, and are carried on extended piston rods. Single bar guides and crossheads are used, in accordance with Russian practice. The main driving wheels have plain tires which are necessary in order that the engines may traverse curves of 350 ft. [106.7 metres] radius.

"The locomotives are fitted with wide running boards, in accordance with Russian practice, having railings around the outer edge. A railing is also applied across the front of the bumper. The cabs are of steel and the front end of the tender is enclosed to protect the engine crew from the weather. The couplers and bumpers are arranged in accordance with Russian practice, which follows that generally used in Europe. The locomotives are equipped with the Russian- Westinghouse automatic air brakes.

"The tender is carried on two four-wheel trucks, which are of the arch-bar type, with rolled steel wheels. The frame is of longitudinal sill construction, the sills being of 12-in. channel section. After being erected and tested by the builders,, which is are dismantled and packed for shipment, to be re-erected after delivery."

Adjustments to the design and in particular to the firebox imposed by a change in working conditions and fuel receive their due in Locobase 467, which chronicles the last 900 locomotives ordered.

According to LeFleming and Price (1972), the class worked for decades on Siberian railways. Some of them ran on the Chinese Eastern Railway and were probably converted to standard gauge in 1935-1936, say the two authors. One can speculate that their longevity was due certainly, but only partly to their sound design. Another may have been the physical remoteness of these capitalist tools to the center of Soviet power.

Repeat orders came almost 30 years later from the Soviet Union; see Locobase 468.